Railway switch



Nov. 2 1926. Y 1,605,716

B. P. GILMOUR RAILWAY SWITCH Filed May 29, 1926 2 Sneets-Shee. 2

Jzvenlor:

Patented Nov. 2, 1926.

uni'rsn STATES PATENT;

BENJAMIN P. GILMOUR, OF WEST TERRE HAUTE, INDIANA.

RAILWAY SWITCH.

Application filed May 29, 1926. Serial No. 112,548.

ion rail outside of the rail opposite the switch point, said companion rail extending .1 lineally beyond the switch point.

A further object of the" invention is to provide a railway switch embodying a switch point located between the main line rails with a companion rail upon the outside of the main line rails opposite the switch point and extending lineally beyond the switch point and, when in operation, seated in a recess with the exterior side of the main line rail.

With these and other objects in view, the invention comprises certain novel elements. units, combinations, construct-ions, interactions and functions as disclosed in the drawings together with mechanical and func tional equivalents thereof as will be hereinafter more fully described and claimed.

In the drawings:

Figure 1 is a plan view of the improved switch open. to the main line.

Figure 2 is a plan view of the improved switch open to the side track.

Figure 8 is an elevation of the companion rail showing the rise.

Figures at, 5 and 6 are respectively transverse sectional views taken on lines 41-, 5 and 6 of Figures 2 and 3 and showing the interaction of the wheels of the rolling stock and the switch.

Like characters of reference indicate corresponding parts throughout the several views.

The improved switch which forms the subject matter of this application employs a main line rail 10 of the usual and ordinary construction in no way changed or mutilated. The main line rail 11 is modified by forming in the outer side a recess 12, cutting away one side of the head of the rail as indicated more particularly at Figures 1, 4 and 5.

Mounted between the rails 10 and 11 is a switch point 13 of substantially the usual and ordinary construction, movable relative to and co-acting with the rail 10 in substantially the usual and ordinary manner, av

guard rail 14: being mounted relative to the switch point also in the approved manner of the mounting of such guard rails.

A companion rail 15 is mounted upon the outer side of the modified rail 11 and its extreme end 16 is properly proportioned, positioned and mounted to be seated within the recess 12 ot the rail 11 as indicated more particularly at Figure 2. The rail 15 is mounted'to oscillate in any approved manner as by pivoting at 17 and is moved in conjunction with the point 13 by any approved type of mechanism indicated as an entirety at 18,

it being understood that 'any means of op erating the point 13 and companion rail 15 in unison is within the scope of the present invention.

It will also be noted that the extreme end 16 of the rail 15 is in advance of the point 13. The distance that this extreme 16 may be in advance oi"- the point 13 may vary according to circumstances, but it has been found in actual practice that six feet is an ample distance to provide for the proper rise or" the wheels on the incline of the companion rail 15, such incline being indicated at 19 in Fig ure 3 and extending as an incline from the extreme 16 to a point substantially oppositethe point 18. Beyond this the rail 15 will preferably decline as indicated at 20 to a level with the rails 10 and 11, also as indicated at Figure 3.

In operation, assuming the rolling stock 7 to be traveling in the direction indicated by arrows at Figures 1 and 2, when the wheels reach the point indicated by the line 1-4,

the tread of one wheel will overlap the rail if section 15, as indicated at Figure 4%. As the wheels progress, they will reach the pos'i tion 55 at which point the wheel has left the rail 11 and has been elevated by the incline of the rail 15. further and engage against the switch point 13 closed as at Figure 2, the wheel will have been raised by the incline of the section 15 so that the flange will pass over the top of the rail section 11 as indicated at Figure 6. The continued elevation of this rail above the rails 11 will carry the wheel until the flange has cleared the exterior side of the rail 11 whereupon the decline will permit the wheel to return to normal level and the car will then be upon the side track. 1

It will be noted that this elevation provides an improved type of switch with wholly unbroken, uninterrupted mainline rails and that the seating ot' the companion rail in the recess 12 upon the exterior or the main rail 11 and its rise will lift the car,

As the wheels progress lui) lilo

when upon that side, over the main line rail 11 and drop it gradually upon the out side of such rail.

lVhat I claim to be new is:

1. A railway switch embodying continu ous main line rails, one of which is provided with a recess in its outer side, a switch point located between the rails and adapted to coact with one of said rails, a companion rail located upon the exterior of the main line rails and adapted to be seated in the recess in the outside of said rail, the end so seated being in advance of the point.

2. A, railway switch comprising continuous main line rails, one of which is provided upon its outer side with an inset recess, a rail mounted to swing into and out of the recess, and inclined to rise to a point above the recessed rail, a switch point mounted to co-act with the unrecessed main line rail,

and located substantially opposite the maximum rise of the inclined rail, and i'neans to operate the switch point and inclined rail in consonance.

3. A railway switch comprising uninterrupted main line rails, one of which is provided upon its outer side with an inset recess, a rail mounted upon the outer side of said recessed rail and adapted to be seated in the recess, said rail being provided w. 1 an incline rising; to clearance above the recessed rail, a switch point mounted between the rails and adapted to oc-act with the unrecessed main line rail, and located opposite the clearance point of the inclined rail, and means to actuate the inclined rail and switch point simultaneously.

In testimony whereof I atiix my signa ture.

BENJAMIN P. GILh IOUP. 

